EP3332990A1 - Tire tread for a snow tire - Google Patents
Tire tread for a snow tire Download PDFInfo
- Publication number
- EP3332990A1 EP3332990A1 EP17206381.0A EP17206381A EP3332990A1 EP 3332990 A1 EP3332990 A1 EP 3332990A1 EP 17206381 A EP17206381 A EP 17206381A EP 3332990 A1 EP3332990 A1 EP 3332990A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- tread
- tire
- grooves
- groove
- textured
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 238000006731 degradation reaction Methods 0.000 description 1
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- 230000002708 enhancing effect Effects 0.000 description 1
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- 230000003746 surface roughness Effects 0.000 description 1
- 239000011800 void material Substances 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
- B60C11/0309—Patterns comprising block rows or discontinuous ribs further characterised by the groove cross-section
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1353—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove bottom
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
- B60C2011/1338—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising protrusions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1353—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove bottom
- B60C2011/1361—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove bottom with protrusions extending from the groove bottom
Definitions
- a pneumatic tire includes a ground contacting portion or tread, the tread having a pattern designed to provide the tire with a desirable combination of traction, durability, ride comfort, and quiet operation. It is also desirable that the tread pattern provide the tire with an all-weather capability or a set of characteristics providing adequate performance under a variety of adverse road conditions including dry, snow, ice, rain, and mud.
- An "aqua-channel" large circumferential groove with a width 7 to 12 percent of the tread width combined with a network of generally curved inclined lateral grooves flowing over the tread shoulders may also greatly enhance wet traction.
- the aqua-channel may be connected to curved lateral grooves and water may be directed into a large groove and into the lateral grooves to be expelled through a channel or through the lateral grooves.
- Shader means the upper portion of sidewall just below the tread edge.
- These shoulder elements 20, 22 may further be defined by circumferential grooves 14 on each half of the tread 12, as well as curved lateral grooves 16 extending from a tread edge TE to the center portion of the tread, as shown. These grooves 16 may be curved in shape and extend along a line 50 from an apex 52 to the center of the tread element extending outwardly across the tread pattern changing direction along a second line 50 adjacent the shoulder tread elements 20, 22 and flow over the tread edge TE.
- the shoulder tread elements 20 may each have a leading edge 21 and a trailing edge 23, while the shoulder elements 22 may have a leading edge 25 and a trailing edge 27.
- a tread pattern may be similar to the tread pattern Fig. 4 with the exception that the shoulder rows SH2 and the shoulder elements 32 are defined by lateral grooves 38 which intersect the circumferential grooves 34.
- both the shoulder elements SH1, SH2 have their leading and trailing edges of the shoulder elements inclined at an angle ⁇ 1 , since both of the lateral grooves 38 extend in the same direction with the same orientation relative to the equatorial plane of the tire.
- the above tread features have been disclosed by US-B-8,261,790 .
- texturing may be added to circumferential grooves and lateral grooves of a tire tread to improve snow performance for use with the present invention.
- it may be difficult to achieve snow performance improvement on all season tires without affecting other performances at the same time.
- the unique geometry of the present invention may be based on the tool path needed to manufacture the tire to create a texture which more closely matches the granularity of snow to better capture and grab the snow in the tires main circumferential grooves to improve the "snow-on-snow" shear for improved snow traction.
- Figs. 15-17 show part of an example tread 1500 in accordance with the present invention.
- the tread 1500 has orthogonally extending flat-topped pyramids 1520 added to the bottoms and sides of the grooves 1510.
- the unique geometry of these flat-topped, concave-edged pyramids 1520 may more closely match the granularity of snow to better capture and grab the snow in the grooves of the tire to thereby improve the "snow-on-snow" shear and the snow traction.
- the pyramids 1520 may be applied to only the circumferential grooves and/or all the grooves of the tread.
- the pyramids 1520 are preferably defined four concave edges 1522 extending preferably orthogonally outward to the four corners of a flat, square top surface 1524.
- the pyramids 1520 preferably have a height 1530 of 0.4 mm to 0.7mm and the top surface 1524 preferably has a square dimension 1540 of 0.2 mm to 0.3 mm.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
- The present invention generally relates to tread patterns for pneumatic passenger or light truck tires, and, particularly, to a tread for enhancing snow traction.
- A pneumatic tire includes a ground contacting portion or tread, the tread having a pattern designed to provide the tire with a desirable combination of traction, durability, ride comfort, and quiet operation. It is also desirable that the tread pattern provide the tire with an all-weather capability or a set of characteristics providing adequate performance under a variety of adverse road conditions including dry, snow, ice, rain, and mud.
- The all season tire has been introduced by The Goodyear Tire and Rubber Company many decades ago and was defined by lateral extending grooves open to the side of the tread. These lateral extending grooves were oriented perpendicular to the direction of travel for at least 12.7 mm and a width of at least 1.5 mm from the open shoulder laterally inward and provided a huge improvement in snow traction, virtually reducing the need for snow tires except in the most extreme weather conditions.
- Tire tread patterns designed for traction on wet surfaces, snow, and ice often feature a block type tread pattern. A block type tread pattern is characterized by a plurality of main grooves extending in a circumferential direction and a number of lateral grooves extending in a more or less axial direction. The areas of the tread between the circumferential and lateral grooves are referred to a tread blocks. Tread blocks may also be defined by the edges of the tread and by grooves having other orientations. In comparison, a rib-type tread pattern may be characterized primarily by circumferential grooves separating circumferentially continuous ribs. Tread designs may also combine rib and block patterns.
- The use of blocks as elements of a tread pattern tends to increase the level of noise generated by such tires, as compared to rib-type tires. Such blocks may produce irregular wear due to their lack of stiffness in the circumferential direction of the tread. It is known in pneumatic tires having a block tread pattern that normal operation of the tire produces uneven wear of the tread blocks called heel-and-toe wear. In heel-and-toe wear, the rate of wear at the toe or trailing edge of the blocks may exceed the rate of wear at the heel or leading edge of the blocks. In normal operation, the heel of each block may strike the pavement first followed by the toe. Similarly, the heel of each block may be lifted first from its contact with the pavement followed by the toe. In addition to reduced tread life, irregular and heel-and-toe wear may increase the level of noise generated by operation of the tire. Also, the cornering and braking performance of a tire with irregular and/or heel-and-toe wear may be degraded.
- Another tread pattern may suppress heel-and-toe wear by providing a narrow tread block axially outside each block. The narrow block may have a surface formed to be a circular arc by setting both end parts of the narrow block lower than the adjacent tread block by 1.5 to 2.5 mm.
- To balance the rate of heel and toe wear, the leading edge or heel of one or more blocks may have one or more notches with a variable width in the axial direction. The width may generally decrease from a maximum at the heel to a minimum in the direction of the toe. The notches may provide the tread blocks with a variable net to gross where the net to gross increases from the heel to the toe of the blocks.
- An "aqua-channel" large circumferential groove with a width 7 to 12 percent of the tread width combined with a network of generally curved inclined lateral grooves flowing over the tread shoulders may also greatly enhance wet traction. As shown in
Fig. 3 , the aqua-channel may be connected to curved lateral grooves and water may be directed into a large groove and into the lateral grooves to be expelled through a channel or through the lateral grooves. - These directional treads should not have the lateral grooves oriented such that water is directed to the center of the tread. Therefore, the orientation is such that the axially inner portions of a lateral groove and the leading edges and trailing edges of the tread elements must enter the footprint or contact patch prior to the axially outer portions. Accordingly, any inclination other than 90 degrees may be inclined or sloped away from the contact patch as the grooves extend axially outwardly. These constructions have been found to contribute to irregular heel toe wear in shoulder block elements. This irregular wear may be exaggerated or reduced depending on the shape of the tire's footprint or contact patch shape.
- Another tread pattern may produce a footprint shape which, regardless of load, may operate in a range of footprint shape factors that permit tire treads to be optimized thereby omitting tire rotation requirements. A tire's footprint may thus be measured and a footprint shape factor (FSF) may be calculated. To measure the footprint shape, a tire may be inked and pressed against a paper or a cardboard sheet or laid on a flat hard surface at a fixed load with the tire inflated at a fixed pressure leaving the impression of the tread on the paper or cardboard surface. Alternatively, inkless procedures may include carbonless paper, pressure sensing pads, and the like. In all cases, the objective is to define tread contacting surfaces within the footprint.
- Conventionally, a butterfly shaped footprint has been undesirable. Alternatively, a footprint having a shape similar to the bow of a boat have been desirable for pushing water away from the center of the tread. As shown in
FIGS. 1 and 2 , conventional tires may exhibit this bow shaped of footprint. - Inherently, when the leading and trailing edges of the footprint are not axially extending (e.g., curved or bowed), as the tire rolls, a portion of the tread contacts the ground first and laterally adjacent tread elements follow. This may cause a phenomenon known as "tread element squirm." As the tread elements leave the treads footprint, the elements snap out of the contact patch as the pressure holding the element against the road is released. The elements lightly contacting the road are slid across the roadway wearing the element similar to sliding rubber eraser across a sheet of paper. These tread elements may have a uniform pressure distribution laterally across the tread and, more particularly, the leading and trailing edges of the footprint may be axially extending in a straight line path under all operating conditions.
- A concept and methodology to define a footprint shape factor F is shown in prior art
Figs. 1 and 2 . First, the maximum axial width W of the footprint may be measured. Then, the distance halfway between the maximum axial width W is defined as the tire's centerplane CP. A distance 40% of the tread width (W) on each side of the centerplane may be located as shown asreference numerals 2, 4. A circumferential line 5, 6 may be drawn through points 2-2 and 4-4, respectively, and the lengths of lines Ls1 and Ls2 may be calculated, summed, and divided by 2 to arrive at an average shoulder length A. The footprint length Lc at the centerplane is then measured. The footprint shape factor F is the ratio of Lc /Ls. The footprint shape factor F ofFigs. 1 and 2 may be 1.12 at normal inflation and 100% load at a fixed pressure. At 50% load, the footprint shape factor F may be 1.50 at the fixed pressure. As shown, the footprint's shape may be very different at these different loads. In light truck tires, this variation in loading may be a greater challenge than in passenger tires. - An improvement in irregular tread wear has been be achieved by using lateral groove orientations that completely go against the conventional construction discussed above. Further, studies have confirmed the use of this tread pattern design while reducing heel toe wear dramatically in the shoulder tread elements thereby mitigating degradation in wet and/or dry traction performance.
- A pneumatic passenger or light truck tire having a radially outer tread may have a plurality of tread elements defined by grooves arranged circumferentially and laterally around the tread between a pair of lateral tread edges to define a tread pattern. A plurality of tread elements may extend across the width of the tread between the lateral edges, including central tread elements and shoulder tread elements having leading and trailing tread edges. The shoulder tread elements may be arranged in two rows, one row adjacent each lateral edge. At least one row of shoulder elements may have the leading edges inclined relative to the direction of rotation of the tire having an axially outward portion of the leading edge entering and exiting a footprint contact patch prior to the axially inner portion of the leading edge of the shoulder tread elements. The leading edges of one row of shoulder elements may be oriented equally, but oppositely directed, relative to the leading edges of the other row. The leading edge of the shoulder tread elements may be inclined greater than 0 degrees or 10 degrees or greater relative to a plane perpendicular to the centerplane of the tire. The pneumatic tire may have a non-directional tread pattern wherein both rows of shoulder tread elements are directionally oriented in the same direction. The tread pattern may be directional having equal, but oppositely oriented, shoulder tread elements. The leading edges of each shoulder element may be equally oriented and the leading edge of each shoulder element may be inclined at an angle of 10 degrees or greater relative to a plane perpendicular to a centerplane of the tire.
- Another pneumatic tire may have a directional tread pattern wherein the plurality of tread elements extend across the width of the tread between the lateral edges and include central tread elements and shoulder tread elements with each tread element having a leading edge and a trailing edge. A first line may extend along the leading edges of laterally adjacent central tread elements and have a generally "V" like or chevron shape laterally inward of the lateral edges extending to an apex where the apex of the "V" or chevron first enters a contact patch of the tire as it rotates in a forward direction prior to the remaining portions of the leading edges. The shoulder tread elements may be arranged in two circumferential rows, one adjacent each lateral edge, with the leading edges having an inclination directionally opposite to the leading edges of the central tread elements. A second line may extend along the leading edge of the shoulder elements and may be connected to the first line. Axially outer portions of the leading tread edge of each shoulder element may enter the contact patch prior to an axially inner portion of the leading edge of the shoulder elements. Upon exiting the contact patch, the axially outer portions of the shoulder elements may exit prior to the axially inner portions while the central tread elements may have the apex and axially inner portions of the central tread elements exit the central patch prior to axially outer portions. The directional tread may be symmetric or asymmetric about the centerplane of the tread.
- The invention relates to a tire in accordance with claim 1.
- Dependent claims refer to preferred embodiments of the invention.
- A first pneumatic tire in accordance with a preferred aspect of the present invention has a radially outer tread. The tread has a plurality of circumferential grooves, a plurality of lateral grooves, and a plurality of shoulder grooves. The tread includes bottoms and sides of each circumferential groove being textured for improving snow traction, each circumferential groove being textured with flat-topped pyramids, bottoms and sides of each lateral groove being textured for improving snow traction; and bottoms and sides of each shoulder groove being textured for improving snow traction.
- According to a preferred aspect of the invention, the flat-topped pyramids have a height between 0.4 mm and 0.7 mm.
- According to still another preferred aspect of the invention, the flat-topped pyramids have a square top with width between 0.2 mm and 0.3 mm.
- According to yet another preferred aspect of the invention, each pyramid has four curved edges extending orthogonally a full height of each pyramid.
- A second pneumatic tire in accordance with a preferred aspect of the present invention has a radially outer tread. The tread has a plurality of circumferential grooves, a plurality of lateral grooves, and a plurality of shoulder grooves. The tread includes bottoms only of each circumferential groove being textured for improving snow traction, bottoms only of each lateral groove being textured for improving snow traction, the bottoms of each lateral groove being textured with flat-topped pyramids; and bottoms only of each shoulder groove being textured for improving snow traction.
- A third pneumatic tire in accordance with a preferred aspect of the present invention has a radially outer tread. The tread has a plurality of circumferential grooves, a plurality of lateral grooves, and a plurality of shoulder grooves. The tread includes sides only of each circumferential groove being textured for improving snow traction, sides only of each lateral groove being textured for improving snow traction; and sides only of each shoulder groove being textured for improving snow traction, the sides of each shoulder groove being textured with flat-topped pyramids.
- "Axial" and "Axially" means the lines or directions that are parallel to the axis of rotation of the tire.
- "Axially Inward" means in an axial direction toward the equatorial plane.
- "Axially Outward" means in an axial direction away from the equatorial plane.
- "Circumferential" most often means circular lines or directions extending along the perimeter of the surface of the annular tread perpendicular to the axial direction; it can also refer to the direction of the sets of adjacent circular curves whose radii define the axial curvature of the tread, as viewed in cross section.
- "Equatorial Plane" means the plane perpendicular to the tire's axis of rotation and passing through the center of its tread; or the plane containing the circumferential centerline of the tread.
- "Footprint" means the contact patch or area of contact of the tire tread with a flat surface under normal load pressure and speed conditions.
- "Groove" means an elongated void area in a tread that may extend circumferentially or laterally in the tread in a straight, curved or zigzag manner. It is understood that all groove widths are measured perpendicular to the centerline of the groove.
- "Lateral" means a direction going from one sidewall of the tire towards the other sidewall of the tire.
- "Radial" and "radially" mean directions radially toward or away from the axis of rotation of the tire.
- "Shoulder" means the upper portion of sidewall just below the tread edge.
- The present invention will be described by way of example and with reference to the accompanying drawings, in which:
-
FIG. 1 is a schematic exemplary tire tread contact patch under normal load and inflation. -
FIG. 2 is the schematic exemplary contact patch ofFig. 1 showing the contact patch at 50 percent load under normal inflation. BothFigs. 1 and 2 provide illustrations for defining how footprint shape factors may be measured. -
FIG. 3 is a schematic exemplary portion of a directional tread pattern. -
FIG. 4 is a schematic exemplary portion of another directional tread pattern. -
FIG. 4A is a plan view of a tire employing the tread shown inFig. 4 . -
FIG. 5 is a schematic exemplary portion of another directional tread pattern. -
FIG. 6 is a schematic exemplary portion of a non-directional tread pattern. -
FIG. 7 shows a schematic example tread for use with the present invention. -
FIG. 8 shows another schematic example tread for use with the present invention. -
FIG. 9 shows still another schematic example tread for use with the present invention. -
FIG. 10 shows a schematic example texturing or roughness of concave adjacent arcs for use with the present invention. -
FIG. 11 shows the texturing ofFig. 10 from another perspective. -
FIG. 12 shows another schematic example texturing or roughness of convex adjacent arcs for use with the present invention. -
FIG. 13 shows still another schematic example texturing or roughness of concave adjacent spherical surfaces for use with the present invention. -
FIG. 14 shows yet another schematic example texturing or roughness of convex adjacent spherical surfaces for use with the present invention. -
FIG. 15 shows a schematic example part of example texturing or roughness of extending flat-topped pyramids in accordance with the present invention. -
FIG. 16 shows a schematic detail of the texturing ofFIG. 15 . -
FIG. 17 shows a schematic side elevation view of one element of the texturing. - With reference to
Fig. 4A , an example pneumatic passenger orlight truck tire 10 is shown having atread 12 which has a plurality of tread elements defined by grooves extending circumferentially and laterally around the tread between a pair of lateral tread edges TE to define a tread pattern. Such a tire may be inflated to pressures under normal load in a range of 1.9 bar to 3.1 bar. At these pressures, when the tire is lightly loaded, heel and toe wear may occur. By comparison, a heavy duty truck or bus tire may operate at inflated pressures of 5.5 bar to 8.3 bar at much higher loads. This tire may avoid heel and toe wear by using shoulder ribs for highway and paved road usage. Some tires may have block elements in the shoulders on rear drive tires, but front steer tires may have circumferentially continuous ribs to avoid vibration and tread wear issues. - As shown in
Figs. 4 and4A , thetread 12 may have a plurality of tread elements extending across the width of the tread between the lateral edges TE includingcentral tread elements elements element 28 may be a central rib circumferentially continuous and extending about the circumference of the tire. Thetread 12 may further have a pair of shoulder tread elements arranged in rows. The first row SH1 may be defined bytread elements 20. The second row SH2 may be defined bytread elements 22. The shapes and orientation of theseshoulder elements circumferential grooves 14 on each half of thetread 12, as well as curvedlateral grooves 16 extending from a tread edge TE to the center portion of the tread, as shown. Thesegrooves 16 may be curved in shape and extend along aline 50 from an apex 52 to the center of the tread element extending outwardly across the tread pattern changing direction along asecond line 50 adjacent theshoulder tread elements shoulder tread elements 20 may each have aleading edge 21 and a trailingedge 23, while theshoulder elements 22 may have aleading edge 25 and a trailingedge 27. - With further reference to
Fig. 4 , a footprint of a portion of thetread 12 may have a contact patch orfootprint 100 as shown in a generally rectangular dashed line. This footprint shape or contact patch shape may be generally square. A square footprint may have a footprint shape factor F of approximately 1.25 or less. A more rounded footprint may have a shape factor of 1.5 or more. In this case, the central region may have been substantially longer in length while the lateral edges of the footprint may be shorter in length thereby creating an oval shape of the footprint. - The leading
edge 21 of eachshoulder element 20 in the first shoulder region SH1 may have an angle θ1, θ1 of the leading edge as shown by a straight line angle with the angle being measured from a perpendicular of the equatorial plane EP of the tire. The perpendicular line L may extend as either a line or a plane intersecting perpendicular to the equatorial plane EP. The angle θ1, as shown in theexemplary tire 10, may be 10 degrees or greater. On the opposite side of thetire 10, the shoulder row SH2 may havetread elements 22 with the leadingedge 25 exhibiting an angle θ2. The angle θ2, as measured from the line L to the leadingedge 25 may be equal, but opposite, to the angle θ1 on the opposite shoulder. The axially outer portions at the leading and trailingedges contact patch 100 prior to the axially inner portions of the leading and trailing edges. As thetire 10 rotates, the outer portions of thetread 12 may first come into contact with thecontact patch 100. As thetire 10 continues to rotate, this leading axially outer portion of either the trailing or leadingedges contact patch 100 following these axially outer portions. Theaxially extending grooves 16 may have a width of at least .060 inches, as defined by measuring perpendicularly between the leading and the trailingedges grooves 16 to remain open as they pass through thefootprint 100 of thetire 10. This should not to be confused with a sipe, incision, or other narrow groove which may tend to close up as thetire 10 enters or leaves thefootprint 100 of the tire. Thus, the leading and trailingedges - All season tires may have these
lateral grooves 16 extending at approximately 0 degrees relative to the line L. Theselateral grooves 16 may be oriented at approximately 0 degrees. However, 0 degrees may not be an optimum orientation for the leading or trailingedges shoulder block elements Fig. 4 , thelateral groove 16 may flare out and continue a flow pattern opposite to the direction of forward travel thereby ejecting water outward and not directing water back towards the center of thetread 12. This may increase heel and toe wear and cause abrasion on leading and trailingedges shoulder block elements - These
lateral grooves 16 may flow over the shoulder but actually changes its orientation as it approaches the shoulder such that the grooves are oriented in a fashion that is opposite to the more central regions of thetread elements tread 12. However, theshoulder tread elements Figs. 4 ,4A , and5 . These orientations, while inclined such that the axially outer portions of thetread elements contact patch 100 first, prior to the remaining axially inner portions of the shoulder tread elements, may mitigate heel and toe wear. Additionally, traction and traction performance of thetire 10 may be maintained. - With reference to
Fig. 5 , atread pattern 12A may be similar to the tread patternFig. 4 with the exception that the center tread elements may beribs 31 spaced by circumferentiallycontinuous grooves 34. The angles θ1 and θ2 may be equal, but oppositely oriented relative, to the circumferential center plane or equatorial plane EP of the tire. Thetread element 30 in the shoulder row SH1 may be spaced byinclined grooves 36 intersecting thecircumferential grooves 34. On the opposite side, shoulder row SH2 may havelateral grooves 37 defining thetread elements 33. As discussed, the orientation of the leading and trailing edges may be equal, but opposite, such that an angle of inclination θ1 exists on the shoulder row SH1 whereas an angle θ2 equal, but opposite, exists on shoulder row SH2. - With reference to
Fig. 6 , a tread pattern may be similar to the tread patternFig. 4 with the exception that the shoulder rows SH2 and theshoulder elements 32 are defined bylateral grooves 38 which intersect thecircumferential grooves 34. In this case, both the shoulder elements SH1, SH2 have their leading and trailing edges of the shoulder elements inclined at an angle θ1, since both of thelateral grooves 38 extend in the same direction with the same orientation relative to the equatorial plane of the tire. The above tread features have been disclosed byUS-B-8,261,790 . - As shown in
Figs. 7-14 , texturing may be added to circumferential grooves and lateral grooves of a tire tread to improve snow performance for use with the present invention. As discussed above, it may be difficult to achieve snow performance improvement on all season tires without affecting other performances at the same time. However, the unique geometry of the present invention may be based on the tool path needed to manufacture the tire to create a texture which more closely matches the granularity of snow to better capture and grab the snow in the tires main circumferential grooves to improve the "snow-on-snow" shear for improved snow traction. - This texture may be applied to the main circumferential grooves of a tire tread. The texture may cover the base of the grooves, and completely or partially extend up the sides of the grooves. The texture may be placed only in the main circumferential grooves where the most snow compaction occurs and where it will not impact other performances. Conventionally, "smooth" or "polished" grooves have been used to expel slush and snow. The texture of the present invention acts oppositely, attracting and capturing snow to provide additional traction. The use of typical all season compounds and need for increased stiffness of the tread cap compound for good wet performance may negatively affect snow performance. Relying on the tread compound only to improve snow performance may will also trade-off wet performance.
- Use the surface roughness or texturing in the main circumferential grooves and/or on partial surfaces of the tread blocks or groove wall may not wear away over time. Thus, wet performance may not be negatively affected with wider and shallower grooves being textured to improve snow traction.
-
Fig. 7 shows anexample tread 700 for use with the present invention. Thetread 700 has texturing or roughness added to the bottoms and sides of thecircumferential grooves 710, thelateral grooves 720, and theshoulder grooves 730. -
Fig. 8 shows anotherexample tread 800 for use with the present invention. Thetread 800 has texturing or roughness added to selected areas of the tread, such as theareas 820 and theareas 830. -
Fig. 9 shows still anotherexample tread 900 for use with the present invention. Thetread 900 has dimpled texturing or roughness added to the bottoms and sides of thecircumferential grooves 910. -
Fig. 10 shows an example texturing orroughness 1000 of concave adjacent arcs for use with the present invention.Fig. 11 shows the texturing ofFig. 10 from another perspective.Fig. 12 shows another example texturing orroughness 1200 of convex adjacent arcs for use with the present invention.Fig. 13 shows still another example texturing orroughness 1300 of concave adjacent spherical surfaces for use with the present invention.Fig. 14 shows yet another example texturing orroughness 1400 of convex adjacent spherical surfaces (similar toFig. 9 ) for use with the present invention. -
Figs. 15-17 show part of anexample tread 1500 in accordance with the present invention. Thetread 1500 has orthogonally extending flat-toppedpyramids 1520 added to the bottoms and sides of thegrooves 1510. The unique geometry of these flat-topped, concave-edgedpyramids 1520 may more closely match the granularity of snow to better capture and grab the snow in the grooves of the tire to thereby improve the "snow-on-snow" shear and the snow traction. Thepyramids 1520 may be applied to only the circumferential grooves and/or all the grooves of the tread. Thepyramids 1520 are preferably defined fourconcave edges 1522 extending preferably orthogonally outward to the four corners of a flat, squaretop surface 1524. Thepyramids 1520 preferably have aheight 1530 of 0.4 mm to 0.7mm and thetop surface 1524 preferably has asquare dimension 1540 of 0.2 mm to 0.3 mm. - Preferably, the bottom of each
circumferential groove 1510 is fully textured with the flat-toppedpyramids 1520. Preferably, both sides of eachcircumferential groove 1510 are at least partially textured with the flat-toppedpyramids 1520. Preferably, the top 1524 of the flat-toppedpyramids 1520 has an area, in top view, in a range of from 0.02 mm2 to 0.16 mm2. Preferably, both sides of eachcircumferential groove 1510 are only partially textured with the flat-toppedpyramids 1520, wherein the texture extends from the bottom of therespective groove 1510 along the side of therespective groove 1510 to a radial height, as measured from the respective groove bottom to the radially outermost edge of the respective groove, in a range of from 5 to 50 percent, preferably 10 to 30 percent, of the respective total radial groove height.
Claims (13)
- A pneumatic tire having a radially outer tread (1500), the tread (1500) having one or more circumferential grooves (1510), wherein the bottom, or one or both sides, or the bottom and one or both sides of at least one circumferential groove (1510) are at least partially textured with flat-topped pyramids (1520).
- The tire of claim 1 wherein each circumferential groove (1510) is textured with the flat-topped pyramids (1520).
- The tire of claim 1 or 2 further comprising a plurality of lateral grooves (16), a plurality of shoulder grooves, and a plurality of said circumferential grooves (1510), wherein the bottom and both sides of each circumferential groove (1510) are at least partially textured with the flat-topped pyramids (1520).
- The tire of at least one of the previous claims wherein the bottom(s) of the one or more circumferential grooves (1510) are fully textured with the flat-topped pyramids (1520) and, optionally, wherein the both sides of the one or more circumferential grooves (1510) are only partially textured with the flat-topped pyramids (1520).
- The tire of at least one of the previous claims comprising a plurality of lateral grooves (16) and a plurality of shoulder grooves, wherein the bottoms and the sides of each lateral groove (16) are textured and wherein the bottoms and the sides of each shoulder groove are textured.
- The tire of at least one of the previous claims wherein the flat-topped pyramids (1520) and, if present, the texture of the lateral and the shoulder grooves are configured for improving snow traction.
- The tire of at least one of the previous claims wherein the flat-topped pyramids (1520) have a height (1530) in a range of from 0.4 mm to 0.7 mm.
- The tire of at least one of the previous claims wherein the top (1524) of the flat-topped pyramids (1520) has the shape of a square or of a rectangle, preferably a square top with a width (1540) in a range of from 0.2 mm to 0.3 mm.
- The tire of at least one of the previous claims wherein the top (1524) of the flat-topped pyramids (1520) has an area in a range of from 0.02 mm2 to 0.16 mm2.
- The tire of at least one of the previous claims wherein each pyramid (1520) has four curved edges (1522) extending from the top (1524) of each pyramid (1520) to the bottom of each pyramid (1520) and/or extending orthogonally a full height of each pyramid (1520).
- The tire of at least one of the previous claims wherein the bottoms only of each circumferential groove (1510) are textured, wherein the bottoms only of each lateral groove (16) are textured with the flat-topped pyramids (1520), and wherein the bottoms only of each shoulder groove are textured.
- The tire of at least one of the previous claims wherein the sides only of each circumferential groove (1510) are textured, wherein the sides only of each lateral groove (16) are textured, and wherein the sides only of each shoulder groove are textured with the flat-topped pyramids (1520).
- The tire of at least one of the previous claims wherein the texture of one or both of the the sides of the one or more circumferential grooves (1510) and/or the texture of the lateral grooves (16) and/or the texture of the shoulder grooves extends from the bottom of the respective groove along the side of the respective groove to a radial height, as measured from the respective groove bottom to the radially outermost edge of the respective groove, in a range of from 5 to 50 percent, preferably 10 to 30 percent, of the respective total radial groove height.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US15/375,553 US10279633B2 (en) | 2016-12-12 | 2016-12-12 | Tread for a snow tire |
Publications (2)
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EP3332990A1 true EP3332990A1 (en) | 2018-06-13 |
EP3332990B1 EP3332990B1 (en) | 2020-03-18 |
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EP17206381.0A Active EP3332990B1 (en) | 2016-12-12 | 2017-12-11 | Tire tread for a snow tire |
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US (1) | US10279633B2 (en) |
EP (1) | EP3332990B1 (en) |
Families Citing this family (3)
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JP6939226B2 (en) * | 2017-08-07 | 2021-09-22 | 住友ゴム工業株式会社 | tire |
JP7412172B2 (en) * | 2018-12-27 | 2024-01-12 | Toyo Tire株式会社 | pneumatic tires |
TWI822616B (en) * | 2023-03-22 | 2023-11-11 | 正新橡膠工業股份有限公司 | Pneumatic tire with improved drainage capability without limiting maneuverability of vehicles |
Citations (4)
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FR3018222A1 (en) * | 2014-03-10 | 2015-09-11 | Michelin & Cie | TREAD BAND COMPRISING HIGH CONTRAST TEXTURE IN A GROOVE |
EP3017964A1 (en) * | 2014-11-04 | 2016-05-11 | The Goodyear Tire & Rubber Company | An improved tread for a snow tire |
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US2268344A (en) * | 1938-08-18 | 1941-12-30 | Us Rubber Co | Pneumatic tire tread |
JPS6181206A (en) * | 1984-09-28 | 1986-04-24 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
US4690189A (en) | 1986-01-29 | 1987-09-01 | The Goodyear Tire & Rubber Company | All-season pneumatic tire with chamfered tread blocks |
US5176766B1 (en) | 1991-03-08 | 1996-04-30 | Goodyear Tire & Rubber | Pneumatic tire having a unique footprint |
JPH0699705A (en) | 1991-12-27 | 1994-04-12 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
US5259429A (en) * | 1992-03-09 | 1993-11-09 | Harms Mark J | Pneumatic tire for offroad vehicles |
US5957179A (en) | 1993-11-03 | 1999-09-28 | The Goodyear Tire & Rubber Company | Pneumatic tire having improved wet traction |
US5503206A (en) | 1994-04-11 | 1996-04-02 | The Goodyear Tire & Rubber Company | Pneumatic tire having improved wet traction |
US5538060A (en) | 1994-12-27 | 1996-07-23 | The Goodyear Tire & Rubber Company | Pneumatic tire having tread portion including blocks |
JP3515296B2 (en) | 1996-10-28 | 2004-04-05 | 横浜ゴム株式会社 | Heavy duty pneumatic tires |
US6443199B1 (en) | 1997-09-17 | 2002-09-03 | The Goodyear Tire & Rubber Company | Footprints for nonrotatable automobile and light truck tires |
US6378583B1 (en) | 2000-02-28 | 2002-04-30 | The Goodyear Tire & Rubber Company | Heel and toe wear balancing |
US6415835B1 (en) * | 2000-06-08 | 2002-07-09 | The Goodyear Tire & Rubber Company | Pneumatic tire tread having groove with peaks and valleys |
US7004216B2 (en) * | 2003-12-11 | 2006-02-28 | The Goodyear Tire & Rubber Company | Tire tread including spaced projections in base of groove |
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US20090194212A1 (en) | 2008-02-01 | 2009-08-06 | Mark Leonard Bonko | Tire tread discharge grooves with textured bases |
US20090194211A1 (en) | 2008-02-01 | 2009-08-06 | John Alan Howald | Tire tread grooves with textured bases |
US9207150B2 (en) * | 2009-11-25 | 2015-12-08 | Compagnie Generale Des Etablissements Michelin | Tread surface structures for mud evacuation |
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FR3018223B1 (en) * | 2014-03-10 | 2017-11-03 | Michelin & Cie | PNEUMATIC COMPRISING A HIGH CONTRAST TEXTURE IN A GROOVE |
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2016
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US20010032691A1 (en) * | 2000-02-07 | 2001-10-25 | Bridgestone Corporation | Tire |
US8261790B2 (en) | 2008-08-18 | 2012-09-11 | The Goodyear Tire & Rubber Company | Directional tread for a tire |
FR3018222A1 (en) * | 2014-03-10 | 2015-09-11 | Michelin & Cie | TREAD BAND COMPRISING HIGH CONTRAST TEXTURE IN A GROOVE |
EP3017964A1 (en) * | 2014-11-04 | 2016-05-11 | The Goodyear Tire & Rubber Company | An improved tread for a snow tire |
Also Published As
Publication number | Publication date |
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EP3332990B1 (en) | 2020-03-18 |
US20180162174A1 (en) | 2018-06-14 |
US10279633B2 (en) | 2019-05-07 |
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